Background

Aston Martin released details of their new model, the DB2 to the media on 12^th April 1950, showing the cars themselves at the New York Motor Show on 15/23 April. Nine inches shorter on the wheelbase, the 2.6 litre engine delivered 105bhp and a tested top speed of 110 miles per hour. The car’s design was a departure from previous Aston Martin as well as general car design. It had a simplicity of line with the whole of the front bodywork hingeing forward. Carried forward in design from the DB1, at least for the first 49 examples, was the three part grille but this was replaced by simple horizontal bars in later models. A divided windscreen and small aperture rear window belied the generous interior space. At the DB2’s UK launch at Earls Court, the cars were described as 2/3 seaters and this is reflected in the lack of lateral support offered by the seating. Sat on what was effectively a split bench seat, the driver and passenger did not have the support needed for a car whose acceleration – recorded as 0 – 60 in 12.4 seconds – and matching cornering capacity deserved. The reception for the car was amazing on both sides of the Atlantic with demand extraordinarily strong. Performance had been the foundation of its development and, whilst rationed fuel quality at the time meant a low compression ration of 6.5:1 on the standard car, a Vantage engine option was quickly introduced with a compression ratio of 8.2:1 and delivering 125 bhp. This focus on performance was mirrored in racing development with the appointment of John Wyer as team manager, heralding another three car entry to Le Mans. In spite of public demand for the DB2, three cars were taken off the production line and prepared for the 24 hour challenge. One of the entries was unfortunately involved in a traffic accident en route to Le Sarthe but its absence was made up for by VMF 64 and VMF 63 achieving 5^th and 6^th overall and 1^st and 2^nd in class respectively. The team competed successfully at Silverstone, Dundrod, in the Mille Miglia and the Alpine Rally. However, whilst the team’s success continued with VMF 64 getting third overall in the 1951 Le Mans race, David Brown recognised that outright victory would require something more than just taking cars from the production line. He recruited Robert Eberan-Eberhorst, a former Auto Union designer to focus on a pure racer – a project that realised the DB3. Road car development on the DB2 continued with the announcement, in late 1950, of a Drophead. The first example inevitably went to David Brown and at least a further 101 were built with five sold as just chassis that were bodied elsewhere – three of those Dropheads by Graber. A contemporary road test would enthuse current owners or potential investors alike – John Bolster wrote for Autosport: “This should still be a young car when its contemporaries are senile and decrepit.” He continued “This is an expensive car, and one would not expect it to be otherwise. Nevertheless, having regard to current prices, I consider that for sheer intrinsic value, this is one of the cheapest cars on the market.”

Vehicle History:

Early records for this car show its participation in the 1953 Marocco races under the eye of Jean Kerguen. This rare Vantage model resurfaced in Italy where it was restored in the 1990’s and went on to achieve overall victories in important concours competitions such as the "Valli e Nebbie", the "Coppa d'Oro delle Calabrie", the "Trofeo Gigi Villoresi" and many others.